Lighter-than-air aircraft



July l, 1930- c.- D. BURNEYET AL 1,768,541 I LIGHTER-THAN-AIR AIRCRAFTlFiled Deo. 13, 1928 5 sheets-sheet 1 C, D. BURNEYET AL 1,768,541LIGHTEB-THAN-AIR AIRCRAFT l July'l 1930.

Filed Dec. 15, 1928 s sheets-Sheet 3 Egg/'0.

Patented July 1,' 1930 f BRIDGE, ENGLAND, AssIGNoEsTo AIESEIP GUARANTEEooMrnNY, DIMITEnoE W-EsTMINsTEE, ENGLAND, A EEIrIsI-r oor/:PANE YLIGHTER-THAN-AIR AIRCRAFT 1,768,541y y g Application ined December-V13,192s, Serin No. 325,812, and inV Great Britain December 19, 1927. 'f

This invention relates to lighterfthanair aircraft,hereinafter referredto as alrships,

of the kind inwvhich gas ras Well as liquid fuel is utilized as part ofthe fuel Supply for the airship engines. 1

It yhas previously been suggestedthat, 1n order to compensate for theWeightl of liquid fuel burnt in the engines o fan' airship, an

Y amount of hydrogen equivalent in lifting ca-l pacity toA theweight ofliquid fuel burnt ina giventime should also be consumed 1n the engines,thus maintaining the ship in equilibrium and at the Sametime utilizing.the oalorific valuey ofthe hydrogen. The use of ,hy-

drogen is open to many disadvantages, for eX` ample, the heatvalue per'unit volume is too low for the purpose for which the present in-Vvention is intended, 'Wh ile the use of hydrogen also entailsexcessivelire risks,'owing to the high rateofflame propagationofhydrogen and air mixtures. The 4present invention specificallyrexcludes `the `usefof hydrogen ,orf ofl gases containing any largepercentage of free hydrogen.

yIt has also been 'proposed to employ, as thev main fuel supply oftheengine,fuel gas of a. v

'age of the motive powerk of the airship, eg.-

is supplied by liquid fuel hydrocarbon character, which is of approxi-Lmately the same'specific Weight` asfair, so that,l as fuel gas '1seonsumed and air 1s substituted -:io

therefor, :substantially no stat-io forces areim- Y posed on the airship',`as Wouldbe the case if fuel gas of thischaracter, Which .has thesamespeciio Weight as air, Wereemployed In con- Y junction with liquidfuel,l when static forces Wouldl be vimposed on' tlieairship due to theWeight ofthe empty l'oil containers. It Was also proposed toloca'tefthe' fuel gas in cellsv situated below the lifting gasv cells'sof that therlifting gas could press With a given pressure against thefuel gas;A the consumptionofy fuelfgas: allowing thelifting gastoexpand. According to this proposalghovvever, the ship. is maintained inequilibrium-owingto the fact that liquid fuelis not normally beingyburnt simultaneously with fuel gas and also v.to the" fact: that thespecifio Weight'of the fuel gas used is ai roximatel the same as'th'atof air PP l y a o r,` When thefuel 'gasfemployed is lighter than air,the gas 'is stored underpressure,'so'that its Weight pery unit volumeapproximately the same asl air. v In the case of a ship filledk Withhelium this proposal would only provide a solutionv '55 to Yhalf theproblem, for, although an airship Vmay be made lighter burning liquidfuel,it

method of. dealing with excess buoyancyv Y would be byl valving helium,a process which the present yinvention specifically obviates.

According to one feature of the present in-, f

vention,i the airshipengines are adaptedto consume simultaneouslybothliquidfuel and Y l ,also gasfofia hydrocarbon character, which gas 1shigh 1n calorific value and has a den'.-

sity of betxveen and 80% kof .thatfo ffair When this lfuel gas or oilgas (hereinafter termed fuel gas) is burnt, vthe ship will auto- 1matically .become less 'buoyant owing to the yloss of lift'of fuel Vgas,and in vorder that ship maybe maintained in equilibrium` ory becomeprogressively morefbuoyant to a moder-V ate extent Instead ofvless so,unsuitable percentapproximately 40%,

which is consumed,simultaneously With theV fuel gas. i The fuel gasemployed isone which is deficient in freehydrogen and preferablyvalsoin-carbon monoxide and which contains methane', ethylene, as alsoVin .certain eases, higher.V gaseous members of these seriesfa gasofthis character .being obtainableffor example7 bythe oraeking'of, asuitable hydrocarbon. The liquid fuel is preferably constitutedf by arelatively heavy hydrocabon, which Willnot vaporize at normalatmospheric tem- -pe`ratures, asis the case Witjhlighthydrocarbonssuch'rasbenzene or petroL The fuel gasvand the liquid fuelymay be Consumed infseparate engines or partly in separate engines orsimultaneouslyin the same engine. Itis preferred, howevento employ avfuel gas and l al liquidfuel which canbe consumed vsin1ultav fneouslyin' engines tired by aheating device as hereinafter explained Theratiobetweenr the .Weightsofthe liquid fuel thenrequired for ut i1 thesaid engines and of the fuel gas ycarried yroo Vlso

makes it possible to arrange that the ship may be maintained inequilibrium or preferably become progressively more buoyantto anydesired extent so that flexibility of control is attained It will beseen, therefore, that, if the proportions of liquidv fuel and fuel gaswhich are burnt in the engines are so arranged that the lift of the shipdestroyed by burning the fuel, gas is exactly compensated for by theconsumption of the required amount of liquid fuel, the ship will bemaintained in equilibrium. p

Suppose, however that temperature .conditions alter rapidly, it will bepossible either to increaseor to reduce the amount of liquid fuel beingconsumed, with the result that the shi p maybe made either lighter orheavier to compensate for alterations in temperature.

For thepurpose of carrying on the present invention, the selected fuelgas is carried A either in the same gas bags as the hydrogen,

helium, or other lifting gas, orin such a manner thatthe pressure of thelifting gas is continuously and automatically transmitted to the fuelgas, the latter being allowed to escape under control to the atmospherewhen varition of buoyancy is desired. For instance, one method ofstoring the gases and at the same time ypreventing their becoming tosome extent mixed, as would be the case v iftheywere put into theisamebag, is to divide the gas bagV into upper'and lower coinpartments Aby agastight or approximately gastight diaphragm disposed transversely ofthe gas bag at any desired height and so arranged that the'vpressure ofthe hydrogen is continuously and automatically transmitted to the fuelgas, the lifting gas being stored in the upper compartment and the fuelgas in the lower compartment. Both compartments are'fitted with suitablevalves, and the fuel gas if so desired'and when necessary, may first beallowed to escape to the necessary extent instead of lifting gas. Theadvantage ofthis arrangement is that loss of lifting gas i is altogetheravoided orconsiderably reduced when'the airship` has for some reason tochange its altitude to a considerable degree.

According to another feature of the present invention, and in caseswhere fuel gas deficient in free hydrogen and liquid fuel are'simultaneously consumed in the same engine cylinder, the airship enginesare partly or entirely of the type in which the charge in the enginecylinder is fired by a heating device,

such as an electric spark, andthe liquid fuel e employed is one which isnot normally ignitable by a spark, such as kerosene, paraffin, Diesel-0rfuel oil, or a mixture of these oils either with each other or withlighter hydro- A carbons, the heat required for lgnitmg therelativelyheavy oil being supplied by the ignition of a mixture of fuelgas and air which mixture is itself ignitable by a spark'or other wise.In such cases the fuel gas is admixed with substantially the totaltheoretical volume of air required for its own combustion as also thatof the liquid fuel and the mixture is admitted to the engine cylinderprior to or simultaneously with the liquid fuel so that the fuel gas andair mixture on ignition acts both as a primer and igniter for the liquidfuel, -while also serving to heat the charge of air for the combustionof the liquid fuel. In other words, .the heat required for the ignitionof the liquid fuel is generated internally of the engine cylinder by theignition of a charge of fuel gas and air, the fuel gas being one whichis deficient in free hydrogen and preferably also in carbon monoxide,and which is introduced into the engine cylinder simultaneously with orprior to the relatively heavy liquid fuel and carries with it all, orsubstantially all, the air required for its own combustion'as also thatof the liquid fuel. The present invention, therefore, also enables afuel, which cannot normally be ignited with .a spark or other heatingdevice, to be used in engines where the charge isiired electrically orby some other form of heating device. The liquid oil and the gas arepreferably used in approximately the same proportions.

The fuel gas employed in such circumstances, is preferably lconstitutedby so-called oil gas, that is to say, a gas which is obtained by thecracking of a hydrocarbon and which is deficient in free hydrogen, andpreferably also in carbon monoxide, and which contains methane,ethylene, as also in certain cases, higher gaseous members of theseseries. When fuel or oil gas and a relatively heavy hydrocarbon areconsumed simultaneously in .engines where the charge is ignited by aheating device the gas employed, however, need not necessarily have adensity of between and 80% of that of air, and other gases such as coalgas', producer or water gas, but excluding hydrogen, which, when mixedwith air, can be ignited by a spark or other heat- Ving device, may beused in certain circumstances.` ln such cases the ratio between theweight of liquid fuel then required for the said engines and the weightof fuel gas carried is so arranged that as liquid fuel and gas areconsumed the ship is maintainedin equilibrium, or it may be allowed tobecome progressively more buoyant to any desired extent.v n i ln orderthat the saidinvention may be clearly understood and readily carriedinto effect the same will now be described more fully with' reference tothe accompanying drawing, in which,

Figurel is an end view, and

Figure 2 is a side view of a combined fuel gas and lifting gas bagconstructed according to one embodiment of lthe present invention, anautomatic lifting gas valve andtrunk bei phragm C for the purposeofytransferringy the liftto the axial girder D shouldthe liftingassociated withv the lifting gas portion of the gas bag. .f Figures 3and i vare corresponding views to Figures l and 2 showing an automaticfuel gas Ivalve and trunk associated with the fuel gasportion of the gasbag.

Figures' 5 and 5 are corresponding views to Figures l and'2,and l Y IFigures and 8 are corresponding v iews to Figures 3 Land 4, showingconstructions in which the fuel gas bag is separatefrom the lifting gasbag kand attached thereto by patches and ties. U Figure 9 is adiagrammatic View of an airshipfitted with a complete system ofhydrogenand fuel'gas bags, both `the fuel gas bag section and`thehydrogen gasl bag sectionof each bag being fitted with separatedhydrogen and fuel automatic gas valves Aand trunks. c .Y

Figure l0 isa diagrammatic. illustration of part of an airship fittedwith gas-bags confA taining a section for holding vfuel gas and asectionk for containing lifting gas,the fuel gas section being` shownassociated with an engine for consuming fuel gas simultan@ ously withliquid fuel in the air engines. f

A is the lifting gas portion of the bag, and B is the fuel gas portion.C is the diaphragm which separatesthe lifting 'gas portion A from thefuel gas portion B. Lifting bands (not shown) may be attached to thedia'- ng gas portion A of vthe bag become partially deflated.:Y rPheportion A ofthegas bag is provided with an openig'A for accommodatingthe axial girder D. is an automatically acting valve and E isa'trunk'for 'valving off lifting gas. i Fi? is an automaticallyzactingvalve andE3 isa trunk for valving off fuel gas, these valves and trunksbeing of any suitable construction, for example thatdescribedin our UiSPatent No. miami dated May ai, i929.V

. rThe internal,VV diaphragm C to 4L)` and the lowergpa'it C2 ofthelifting gasbag A (Figs. 5 to 8) are so shaped that the fuel gas canbe completely einl'itied from the bag portion B by,l thepressure exertedthereon b y the lifting gas in the portion A of the bag, in whichcasetlie diaphragm C or the part C2 occupies the space'iiormally.-occupied by .the fuelv gas. v'Cf (Figs. 1 and 3) shows in i dotted lineskthe position of'thediaphragm when the fuel gas portion B is empty. `B`

(Figs. 5 and 6.) are the p'atchespand ties by which the lifting gasportionA and thefuel gas'part Byare attached together.v At Figure 9arigid airship is shown of the kind provided withan axial girder and withlongitudinal girders and transverse frames,

the passengers and vcrew` ,being 'ac'coinino-A dated, within;compartments G situated withinthe body ofthe airship. (Sixteen ,trans-tverse frames F, Fy are provided, between-each of which a bag comprisinga lifting gas portion A and a fuel gas portion B is located, both thelifting lgas' portion `A andthe fuel gas portion B being fitted 'withautomatic' lifting gas valves and trunks E and auto-. maticl fuel gasvalvesand ltrunks E2. The dispositionvofthe fuel gas throughout thelength yof the ship .is vsuch thatno gas bag has less than 10% of itsvolume occupied 4by fuel gas. This arrangement is adopted with theobject of providing lspace in each bag forv the fuel gas is consumed,thus vallowing the vessel .to reach a'newpressureheiglit withy outvhaving to -jettison-the lifting gas un# equally from any gas'bag.v i Y lAn advantage of the present invention is that 'the fuel gasand liftinggas bag 'portions can be provided with the saineI wiring system asisused at the present time for the lifting gas bags. A further'advaiita'geis that, owing to the very complete control `of y the expansion of thelifting gas as fand when f if the pressure in the bag rises tov'adangerousy c limit. l/Vhen automatic valves are emplo ed foi-'thelifting gasbag portionand the uel gas bag-portions.which` aresituated ator towards the bottom of the ship, as inthefem-y bodiinents illustratedin the drawings, they d onot provide al point of danger, because the`Vlifting gas or the fuel gas cannot leak out of these valvesundernorinal conditions. rl`he inanuvering valves, however,- have hereto'fore been situated at the top of thebag and in practice it has happenedthat these valves havefailed to operate owing to their becoin` ingcongealed with ice andsiiowjor for other reasons, with the result thatthe whole of the l gas in the bag has escaped, thereby endangering' thekship `by virtue of the accidental loss of lifting gas. l/"Vhenv afshiplis fitted with;

the systemfforming the subject of the present i invention, only asmallnumber of bagsneed be fitted with inanuvering valves locatedintheupper or lifting gas compartment of the bag and these valves can ybeof the screwdown type adapted only to vbe operated 'in exceptional`circumstances. F urthermore,:

being fewer in number, they can be of a type Y. whichis not dependentupon the `use of springslor uponoperation from a distant point. I Y

A further advantage.A of using. fuel-,gas

which is lighter than lair is that any-fuel,v

gas whichleaks frointhe fuel gas portions of the bag will ascend to thetop of theves-E sel and escape through hoods provided for the purpose inthe outer envelope of the airship. Consequently, the fuel gas will nothang about the vessel, which would be the case if gas were used of thesame specific gravity as air.

The advantage of locating the lifting gas and the fuel gas incompartments in which thepressure of the lifting gas is continuously andautomatically transmitted to the lifting gas will be clear from thefollowing example. Suppose, for instance, anv airship with gas bagsarranged as above described is suitably filled with lifting gas and fuelgas and it is desired to fly at a height of 2,000 feet, it will benecessary, if loss of gas is to be avoided, to fill the gas bags toapproxi-v mately y90% of their capacity when on the ground. Upon theshipreaching 2,000 feet, which altitude in this ease would be herpressureheight, the gas bags would be completely .full owing t theexpansion of the gas'which has taken place due to the lower pressure atthis height. lf the ship proceeds upon her flight she will be burningevery hour so many-thousand cubic feet of fuel gas in her engines andthereby emptying the gas bags to that extent. Suppose that, after afav-hours flight, the ship meets some vertical `gust or other conditionwhich imposes a rapidi-isc in altitude, the gas in the bags will expandowing to this rise in altitude, but

sin ce a certain'portion of the fuel gas has been removed froml the bagsduring these hours of flight the remaining gas will be able to expand toan amount equal to the volume of the gas which has been withdrawnwithout any loss of gas. Had the hydrogen or lifting gas been containedin one container and the fuel gas'in another quite separate container,then, since no lifting gas would have been usedA upon the flight bybeing drawn oft' to the engines, the lifting gas bag would be full and,when a rise in altitude took place liftin g gas would he blown off andlost, with the result that, when the ship had passed through themeteorological conditions whichimposed this rapid ascent and againreturned to her previous altitude level, vrshe would be less buoyant bythe amount of lift lost by the escape of this lifting he result would bethat ballast or fuel would have to be gettisoned in order to compensatefor this loss of Y lift. Accordingly, therefore, by this feature ing offoccurs automatically, due to a constant lrise in altitude, fuel gas willbe dis-` pelled instead of lifting gas. The advantage of thisarrangement will be enhanced as the density of the fuel gas selectedapproximates more towards 80% than towards '50% of that of air, for thereason that, if the flexible diaphragm between the two portions of thebag be so arranged that expansion of the lifting gas can by forcingdown'the diaphragm completely empty the fuel gas through the automaticvalves, the loss of lifting power will be represented by thedifierencebetween the volume of the fuel gas solost and that of theinerease inlifting gas, and, accordingly, when normal conditions are resumed theamount of ballast or fuel to be jettisoned will be reduced-to the amountoflthe lift of the fuel gas so lost.

The flexible diaphragm between the two portions of the bag can, asaforesaid, be specially strengthened with lifting bands attached to thefabric of the diaphragm, so that, in the event of damage to the portioncontaining lifting gas and the upper part of the bag thus becomingdeflated, the lift of the fuel gas will be transmitted by these bands tothe axial girder running longitudinally along the centre of the ship.

Another advantage of selecting a fuel gas of a less density than air isthat, by placing the engines to be operated by fuel gas at a higherlevel than the gas carried in the bags, the fuel gas flows easily to theengines without the necessity of pumping. Suitable arrangements are madeto draw olf the fuel gas from the bag to the engines, as for instance,by affixing to the upper portion of the fuel gas portion of the bag aflexible pipe freely perforatedwith holes and suitably strengthcned towithstand compression.

In cases where liquid fuel and fuel gas are being simultaneouslyconsumed the fuel gas is withdrawn under control from the fuel gasportion of the gas bags and after admixture with air the mixture may beforced in under pressure or drawn in by suction through the inductionpipe duringthe suction stroke of the engine. The liquid fuel may besupplied -through a float feed or other carburetter or otherwise admixedunder control with the gas and'air prior to its kentry into vthecylinder. The gas and air mixture may be employed to induce therequisite flow of fuel oil from the jet of the carburetter, the relativeproportions of air, gas and fuel oil being controlled in any suitablemanner orin the manner which is customary whenair and petrol are usedalone.

he fuel gasunder .pressure may, however, be employed after the mannerofan injector to atomize the oil, and/or to ensure the proper relativeproportions of the mixture. This last mentioned method 'of carrying onthe present invention is especially suitable for use in caseswherekerosene or mixtures at a much higher compression than usual andequivalent to or compatible withv the compressions obtaining in enginesof the semi- Diesel or Diesel type. Suitable arrangements may be madefor atomizing the oil as it enters the cylinder and an air blast mayalso be used, if desired, With the 'fuel oil.

Referring to Figure 10, A is the lifting gas section of one of the gasbags of an airship, and B is the fuel gas containing section. M is anengine fired by a sparking plug M3 and adapted for the simultaneousconsumption of gaseous fuel and fuel oil. A charge of fuel gas isWithdrawn fromthe gas bag B and enters the engine cylinder through theport M2. 0n the piston Nl unclosing the air port N the total volume ofair which is required for the combustion'of the charge of fuel gas asalso the charge of liquid fuel enters the cyl inder through the port VN.Ois the oil fuel tank, and G is a pump for withdrawing oil from the fueltank and supplying the same to the engine cylinder N through the port P,the oil fuel being injected into the cylinder prior to the completionofthe firing stroke.

The gaseous fuel and air on ignition by the ysparking plug M3 acts bothras a primer and ignitei for the charge of fuel oil and also serves toheat the charge of air for the com-r bustion of the liquid fuel, theproducts of combustion being discharged from the cylin dei' through theexhaustfportr P. Y

The enginemay be started upon a suitable gas and air mixture and be runas a gas-engine until heated up. Thereafter the percentI age ratio ofair to gas can be increased and the fuel oil gradually admitted to thecylinder. Provision may also be made in certain cases for heatingtheinduction pipe electrically or otherwise as and when required, to assistin vaporizing the fuel oil, or at starting. lVhen stationary, the engineis preferably run on the gas and air mixture alone.

The advantages of the present invention are (l) Fuel oils can be used inplace of petrol, with a considerable saving in fuel cost; (2) a highercompression ratio can be used in theV combustion of the fuel Withoutproducing detonations; (3) a higher thermal efliciency can be obtainedwith correspondingly increased fuel economy; (el) the fuel mixtureimparts the advantages lofy a stratification n engine.

rlhe engine kmay be provided With an air an'd'gas mining chamber or gascarburetter together With regulators theref0r,as alsosuit- 'able'valvesand ignition devices, and', iii addition, a pump for the fuel oil maybeprovided` with a connection leading toa nozzle opening into thecombustion chamber. The said pump and nozzle may be of any of tlie'vvellknown types which are suitable for injecting liquid fuel into thecombustion chamber of engines, such as a cani`-driven plunger pumproperating over a 4comparatively'small crank angle in conjunction With aline orifice or orifices leading into the cylinder, or` an,eccentric-driven pump With valves operated mechanicallyk or otherwiseto time the period ofinjection may be employed. 'The nozzle may beprovided with valves, automatic or mechanically operated, forcontrolling the in u' jection of the fuel oil and may preferably beWater-cooled Blast air injection may be used if. desired. rlhe engine,Which may rpreferably be' arranged to have a degree of compres sion ofthe Working fluid so as to avoid preignition ofthe gaseous fuel,isnormally started up on fuelgas and air, and may be used as long asdesired in this manner, but, when de u some kof the gas is cut off bymeans of sired,l y l n f ilator leaving sufficient to keep the en-y gineiiring, whereupon the injection of fuel y oil is started. The ignitionof the said fuel oil is accomplished, as'aforesaid, by the burning ofthe vgaseous fuelbutthe exact time Iof injection ofthe fuel oil may be alittle-before or a little after the time ignition of the gaseous fuelaccording to the type ofcoinbuss tiony aimed at for the tin e` eing;rlhe injection'iscontinued untilall the air not required for'coinbustion'of the gaseous'pait of the fuel is burned, or' as much ofit as is feasible;

lit is to be understood thatlditferent gases ture is reduced by ithe'aforesaid regulation but itV is found that the gases intended to be usedhave an available variation in mixturey ystrength,"Without failure toignite under conios ditions of compression, sufficient toleave'a yconsiderable amount of air" to be burnt, and,`

hence a considerable percentage of the power Y to be developed by thefuel oil.-

We claim: l. Aniethod of controlling the equilibrium of an airship inWh'ch gaseous fuel as Well as lifting gas is stored in the ailrshipgas'bags,

which consists in consurnineF the gaseous` fuel, together With liquidfuel which does not readily volatilize at normal temperaturessimultaneously in the airship engines, the heat which is requiret yforigniting the charge of liquid fuel being supplied by the ignition of acharge of the gaseous fuel which has been admixed With substantially thertotal air required foi1 itsvown combustion as also that of izo theliquid fuel, so that the gaseous mixture on ignition acts both as aprimer and igniter for the charge of liquid fuel, while also serving toheat the charge of air for the combustion of the liquid fuel.

2. A method of controlling the equilibrium of an airship as claimed inclaim l, which consists .in introducing into an engine cylinder'thetotal volume of fuel gas and air required for the combustion of the fuelgas as also a charge of liquid fuel and in thereafter injecting theliquid fuel into the cylinder prior to the completion of the ringstroke.

3. A method of controlling the buoyancy of an airship which consists inconsuming fuel gas and liquid fuel which does not normally volatilizesimultaneously in the airship engines, the fuel gas being carried in thegas bags containing the lifting gas in such a manner that the pressureof the lifting gas is continuously and automatically transmitted to thefuely gas, the latter being allowed to escapeunder control to theatmosphere when variation in buoyancy is desired. y

4Y A method of consuming fuel gas in airship engines as claimed in claim3, wherein the gas bags are Vdivided into two parts and whereby thepressure of the lifting gas is continuously and automaticallytransmitted to the fuel 5. A method of controlling the buoyancy of anail-ship which consists in consuming simultaneously in the engines,liquid fuel which does not readily vaporize at normal atmospherictemperature as also gas of a hydrocarbon character high in calorificvalue and having a density of between 50% to 80% of that of air, theratio between the weights of liquid fuel and gaseous fuel consumed beingso arranged that the buoyancy of the ship is controlled by Varying therelative proportions of liquid fuel and gaseous vfuel consumed.

6. A method of controlling the buoyancy of an airship by consuming fuelgas and oil fuel simultaneously in the engine cylinders wherein the gasbags contain lifting gas in their upper portions and fuel gas in theirlower portions, and wherein when blowing ofi' occurs automatically dueto a constant rise in altitude, fuel gas is dispelled instead of liftinggas.

In testimony whereof we have affixed' our signatures.

CHARLES DENNISTON BURNEY. ALAN LANCE BIRD.

